William dieter



W. DIETER. STO-P AND RELIEF VALVE FOR AUTOMOBILE TORPEDOES.

APPLICATION FILED JUEY 20.1917.

Patented Oct. 28, 1919.

liz l INVENTOR III. IJ

.UNITED 'sTATEs PATENT oEEIcE. 'V

WILLIAM DIEI'ER', OF `BROOKLYN, NEW YORK, ASSIGNOR TO E. W. BLISS COMPANY, OF

BROOKLYN, NEW YORK, CORPOATION OF WES'I VIRGINIA.

specification of Letters Patent. Patented Oct. 28, 1919.

Application ala July 2o, 1917. serial No, 181,808.

To all whom t may vonce'fn:

Be it krfown that I, W AM DIETER, a citizen of the United Stat s 5f America, residing in the borough of Brooklyn, county of Kings, city and State of New Xork, have inventedA certain new and-.useful 4Improvements in Stop and Relief .Valves for Automobile Torpedoes, of which the following isa specification.

This invention relates to automobile torpedoes, which are provided with means for heating the stored compressed air during its flow from the reservoir or air flask to the turbine or engine. In such torpedoes it is., `common to spray into the heater (or superheater Slo-called) both alcohol (or other liquid fuel) and water, the latter being vaporized by the heat and converted into steam.

The alcohol and water! are carried in tanks or vesselsA containing normally no pressure,

and the liquids are expelled from these tanks' by the turning on of compressed air which at reduced pressure enter-s the tops of the tanks and expels the liquids which flow through pipes leading from the bottoms of the tanks to the respective spray nozzles in the superheater.v It is necessary to provide the compressed air pipes' leading to the tops of these tanks and the liquid eduction pipes leading from the bottoms thereof with valves which are closed prior to the launching of the torpedo, so that no liquid Acan escape i from the tanks, and so that nosea-water from the exterior can enterthem. The reason for such valves `fand. their general arrangement and operation lare fully set forth in the patent to F. M. Leavitt, No. 1,022,486, dated Aprzil 9,1912, to which reference will hereinafter be made. .A

The present ,invention provides certain improvements designed to more thoroughly perfect theoperatiqn of the apparatus. The valves of said Leavitt patent are essentially check valves held closed' to prevent'any iniow to the respective tanks or vessels and- -so constructed as toM open automatically` when pressure is introduced and per-mit the inflow of compressed air and the outflow of liquids under pressure. In such Leavitt patent' these check valves are vented directly to the exterior of the hull, so that with the torpedo in a submerged launching tube the saltwater under more or less pressure has access to these vents. According to thev present 'invention the check valves lare not vdirectly vented to the exterior, but are so vented through the medium of springpressed relief valves. The object and results v I of. this change will be fully set forth herelnafter. f InIk the accompanying drawings,-

Fi' re" 1 is a vvertical longitudinal midsection ofja portion of a torpedo' including the aft end of the air liask, the superheater, and the intermediary parts. In this view the parts are rearranged ina somewhat diagram-matic manner so as to make the connections and relations of the several parts clearly apparent.-

c Figs. 2 and 3 are sections transverse to the torpedo buton agnuch larger scale, Fig. 2

being a vertical mid-section through the u fpper valve groupa/nd Fig. 3 a similar section through the l'owervalv@l group.

In Fig. 1 A is the hull of the torpedo, andv B is the compressedair reservoir or flask.

From this flask an outlet pipe a leads to" a pressure-reducing valve C .by which the air constructiomand whereby the air is admit' ted to the heater and engine vat the instant of launching the torpedo.

water vessels is that shown,'where the outer walls of the lair iiask are extended rearwardly forming a cylindrical'W-all d having a flange to 'which is securely attached a disk or head e, constituting' thus a container F- which is sub-divided into two compartments by a partition AH of comparatively thin metal which is best constructed in the form y"of an annular vessel having a central opening for the free passage through ltfof the pipe a, and which is supported within the container F in any suitable manner, as Vby brackets f This partition H thus divides valve E 4(shown dia-' The' preferred construction of alcoliol and the chamber G into two compartments con-` choking or contraction is proyigiled, ibeingv commonly located at the connection g where this pipe enters the superheater. At any point prior to this choked portion a branch pipe ZL leads to valves L and K branching at ZL? so as to supply `both valves. From these valves pipes Z and 7; leadl respectively to the upper sides of the water and alcohol vessels for introducing compressed air thereinto.

F rom the bottom of the fuel vessel J leads a pipe which extends through a strainer' M to a stop valve M, and thence the pipe 7" leads to the superheater and terminates in'a spray nozzle n. From the bottom o1 the water compartment I extends a pipe p which leads (through a strainer P) to a check valve P, and thence the pipe p leads to the superheater and terminates in a spray nozzle 7.

So far as described the parts all correspond to the like lettered parts in said Leavitt Patent No. 1,022,486 (except for the addition of the strainers M P).

The stop or check valves 1i 1 M P in the present construction somewhat resemble the check valves M P shown in Figs. 3 and #L of said Leavitt patent; Each valve is formed as a tappet u having a stem t pressed to its seat by a spring t; but instead of the spring reacting against a plug t2 (as in said Leavitt patent) through which is a vent opening to the exterior, the spring reacts against a closed plug or cap, and there is no direct vent to the exterior.

1 will describe the" vvalve construction first with reference to Fig. 2, which shows the upper valves K L. For convenience the two valves are constructed with a single shell or casing z'. The compressed air pipe Zt enters at L into a cross-duct Ztl which feeds both valves. This duct terminates beneath the seats of the valves, and when air is admitted under suiicient pressure to lift the valves against their light springs t', air

'passes into a valve chamber r and escapes thence through an outlet conduit ZJ vor Z (shown by the dotted circle) to the pipes la Z respectively leading to the alcohol and water vessels. The'valve stem t has a close working fit in a suitable bushing" 'w and any leakage between the stem and bushing passes into an annular chamber @a and escapes thence through a ductl jz/ to the'inlet chainber z of a relief valve T. This valve consists simply of an outwardly opening valve l or tappet 6 on a stem 7 and pressed down by a spring S. The valve for convenience is mounted in a plug 9 which screws into the casing i, the stem 7 projecting partly out through an opening in the plug and the top of the plug being contracted so as to engage and guide the stem and serve as an abutment for the spring 8.

The valves K L close as check valves aeaasteevfetfon immature/.Water .01' e100- hol vesselsl y'tdward`vr they nsuprheater. and

hence prevent any loss of water or alcohol during the handling of the torpedo prior to launching (as for example if the torpedo should berolled over so as to invert it). 1n case of any leakage of pressure into the water vessel, it will escape through a relietl valve U of the type set forth in my Patent, No. 1,125,979, dated January 2G, 1915 (which is not here shown in detail). Any tendency to an outow from the vessels through their pipes la Z into the valve chambers v fu can result only in leakage up up around the stems t and from the chambers :c through y and e to the relief valve T. rThe spring 8 of this valve is constructed to yield only to pressures exceeding that required to open the relief valves in the after-body, or a pressure of about two pounds. Hence unless the pressure exceeds that for which the valve T is set, this valve will Inot open. The principal function of the -valve T is to absolutely prevent any in- How of seawater from the exterior which otherwise might leak past the stems, t and by outlets Zo Z and pipes 7c Z pass into the water and alcohol vessels. 1

Referring to Fig. 3, the check valves M and P (which in said Leavitt patent are separately constructed) are here formed in a common inclosing case or `shell i which also incloses the strainers M P. The construction of the valves M P is precisely the same as that shown in Fig, 2, except that the parts are inverted and 'there is no common inlet` 7L or connecting passage h2. The relief valve introduced between the two check valves is here lettered T; 1t is constructed and `connected with the respective check valves in precise'y the same manner as shown in Fig. The strainers M P comprise each a chamber 10 formed in the cas ing z" with an inlet 11 thereto'commun'icating with an annular chamber 12 separated from the strainer chamber 10 by a seatl against which fits A an annular portion la of a strainer plug 15 which carries the perforated strainer 16, the latter being ot cylindrical form and projecting deeply into the chamber 10. The plug 15 has a series of ports 17 through which liquid enters from the chamber 12 to the interior of the strainer and passing through the latter into the chamber 10 flows out from this chamber through ducts 18,19, and forcing open ythe valves u enters the respective chambers c and liows out therefrom through outlets 20,

. L, M and P being on the stems t of consid-l erable area in cross section are forced wide open when the fluid pressure against them exceeds the resistance of the springs t', being then seated against the ends w"of the bushings lw.

The relief valve T` has in general' the same functions as the relief valve T. Any

leakage of compressed air past the tappet stems t, o'n entering chambers w escapes by y z and if under suflicient pressure lifts the tappet 6 and escapes to the exterior. At all other times the valve T acts as a check valve to prevent any inflow of sea water.

It is desirable to be able-to test the valves T T to make sure that the tap-pets have not become stuck fast to the\seats and that the springs have the proper resistance. For this purpose the stem 7 of each valve has a socket-21 drilled into its end and screwthreaded, into which may be screwed a rod shown in dotted lines at 25 in Fig. 3, hav- 'ingupon its end a hoolorm head whereby the valve may be pulled offfrom its seat.

'For testing the check' valves K L M P without disassembling them, each valve is constructedwith a, main plug or cap `22 screwing in from the exterior with a packing for making atight joint and with an vinternal chamber housing the spring p; and

each 4plug or cap 22 has in its outer end a removable plug 23 which may be withdrawn without disarranging the spring. The stem t of each valve is provided with a socket 24 drilled out and tapped so that by removing.

the plug 23 a screw-threaded end of a rod 25 shown in dotted lines in Fig. 3 may be introduced through the plug 22 and screwed into the threaded socket 24, whereby the tappt u may be. forcibly unseated and teste f l The operation and advantages will now be explained.

Prior to launching, the torpedo during handling may be rolled over or occupy. va- .rious positions. Any tendency to an outflow of alcohol or water from the vessels IJ is prevented by the check valves K L which c ose with such iow, and by the valves M P them seated solong as no pressurel is admitted to the vesls other than that incident to the weight of e liquids. If any leakage of air should'oocur through the valves E C, this leakage would normally escape through the engine into the after-body andtail section through the usual relief or exhaust valves which open under a pressure of two pounds per squafre inch, so that the pressure due to such leakage could not exceed that amount Under that pressure, however, there woud.

be a back pressure transmitted through the pipes l1, y" p to the respective valve seats. The inflow through k might unseat the valves K L in which case it would freely enter both vessels I J and being a slow leakage would be vented therefrom through relief valv; U with which these vessels are provided.

(See Patent No'. 1,125,979.) Such leak :je could not have sufficient pressure to est Je.

by the relief valve- T. Any back low through the pipes j. p would lenter the valves M P and bepstopped at the tappets u.

which would cutl off such How from the vessels I J and would be stopped at the valve T. Consequently, preparatory to be.-

`ing placed in the launching tube, the torternal pressure which surrounds the torpedo` within the launching tube. In case of submarines which often dive to a considerable Y depth this outside pressure against the torpedo is considerable, and is very apt to cause an in-leak of sea-water. Such in-leakage is absolutely prevented lby the valves Tv T.

After launching (from either an abovewater or under-water tube) the conditions are changed. The starting valve E is opened which admits compressed air through the reducer C -(by which its pressure is reduced v to,`say, about 400 pounds per square inch) and thence through the superheater D to the engine. The constriction at g creates a slight differential of pressure suffi-cient -to feed over the alcohol and water into the superhea'ter, through h fenters beneath the valves K L (Fig. 2) thowing'their'tappets u wide open f and flowing without further restriction into the vessels 5I J. The pressure in these vessels with which they are provided (per Patent No. 1,125,97 9). Some leakage of compressed The compressed air passing instantly closes the direct relief valves U v air will naturally occur due to the working'v tbetween the -stems t and bushings w and thiswill escape through the relief valve T p to the exterior, its pressure being sufficient to force open this valve.l "g \y Y l The admission of compressed air to the superheater Dk results in a vback pressure through the pipes j p* to the valves M P which tends to seat their tappets u; the preponderant pressure (due tothe constriction g) admitted to the vessels I J 'passes to the valves M Pthrough'their'inlets11, strainersI 16, ducts 18, 19 and forces open their tappets u. Any leakage past ,the vstemsft escapes to the exterior by forcing open the relief valve T.

The leakages of compressed air which escape through relief valves T T" occur only during the run of the torpedo and are so small in volume as to be practically negligible,

lVit-h the construction of check or stop valve shown in Patent No. 1,022,486 there was liability when the torpedo was placed in a submerged launching tube that the eX- ternal pressure would cause the sea-water to enter through the vents of the stop valves and by leaking past the valve stems to enter the superheater. There was also liability if the stop valves should become leaky of an out-leakage of water or alcohol through the vents prior to placing inthe launching tube, or while in an above-water launching tube. rFliese difficulties are entirelv overcome by the provision of the relief val-ves T and T which are provided by the present invention. rfhese valves also have the advantage that they exclude salt water, grit, etc., and prevent these reaching the springs t of the check valves whereby any corrosion or stoppage is avoided such as with the old construction would occasionally impair the operation of the check valves.

The invention i5 not limited to the precise details of construction herein set forth, it being possible to considerably vary the specific construction lof the respective valves and 'their communicating passages, and otherwise to modify the details of the construction without departing from the essence of the invention. f

l. ln a torpedo, comprising aliquid tank, a heater, a connecting conduit, and a stopvalve normally closing said conduit, the combination therewith of a relief valve-communicating with such stop-valve and adapted to discharge outwardly excess fluid under pressure, and to prevent inflow of sea water.

2. The construction of claim l, said stopl valve comprising a tappet and stem, with a duct receiving leakage from around said stem, and the relief-valve closing said duct and opening outwardly.

3. The' structure of claim l, with said stopvalve in an air-inlet conduit to the top of the tank, and the relief-valve 'spring-closed, and opening only .o on admission of compressed air.

4. The structure of claim 1, with saidl stopvalve in a liquid conduit fromv the bottom of the tank, and the relief-valve spr1ngand stop-valves in said conduits adapted to open with the flow of air to the tank and of liquid therefrom, and relief valves communicating with said stop-valves respectively, spring-closed and opening outwardly under pressure. i

6. The structure of claim 5, each stopvalve comprising a tappet and stern with a duct receiving leakage from around said stem and leading to the corresponding relief valve.

7. 'In a torpedo comprising liquid tanks for fuel and water, a heater, connecting conduits for admitting compressed air to the tops of said tanks and conducting liquids from', the bottoms of said tanks to the heater, stop-valves in said respective conduits, and relief valves communicating with such stop-valves and adapted to discharge outwardly excess fluids under pressure and to prevent inflow of sea water.

8. ln a torpedo comprising liquid tanks for holding fuel and water respectively, a heater, a conduit for admitting compressed air branched and entering the tops of said tanks, conduits conducting liquids from the bottoms of said tanks to the heater, stopvalves in the respective branches of said air conduit, and a relief valve communicating with both such stop-valves. v

9. rllhe structure of claim 8, the respective stop-valves and relief valves having a single casing formed with the communicating ducts between said stop-valves and the relief valve.

10. In a torpedo comprising liquid tanks for holding fuel and water-respectively, a heater, conduits for admitting compressed air to thevtops 'of said tanks, conduits for conducting liquids from the bottoms of said tanks to the heater, stop-valves in said latter conduits, and a relief valve communicating with both said stop-valves.

11. The .structure of claim 10, with a single casing for said stop-valves and relief valve `formed with the communicating ducts between said stop-valves and the relief valve.

In lwitness whereof, I have hereunto signed my name.

Y WLLIAM DETER. ln presence of- Josnr J. HAYES. 

